JP2011098610A - Vehicular slide device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular slide device capable of inhibiting a lock member from being unlocked against a large load to be input in the vehicle forward direction. <P>SOLUTION: When a head-on collision accident is encountered with relative movement of a first rail 30 to a second rail 40 in a locked state by a lock member 50 and a large load in the vehicle forward direction is input into either one of the first rail or the second rail, first, the lock member moves in the rail axial direction relatively to the rail attached with the lock member in movement allowable portions 46b, 46c. Subsequently, movement of the lock member in the unlock direction is regulated by a movement regulating part 49a. Therefore, the locked state of the relative movement of the first rail to the second rail can be stably maintained against the input large load in the vehicle forward direction. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

The present invention relates to a vehicle slide device including a pair of first rails fixed to a vehicle and a pair of second rails supported so as to be movable with respect to the first rail, and more particularly to a vehicle seat. The present invention relates to a vehicular slide device that is movable in the front-rear direction.

Conventionally, a vehicular slide device described in Patent Document 1 is known. The vehicular slide device includes a lower rail and an upper rail that are slidably engaged with each other in the longitudinal direction, and a lock member that is pivotally supported by the upper rail so that the central portion is pivoted so as to be detachable from the lower rail. (Lock lever) and an operation lever connected to the lock member and rotating the lock member with respect to the lower rail in the disengagement direction. The lower rail is formed in a substantially U-shaped cross section, and has a flat base, a vertical wall extending upward from both sides thereof, and folded back inward and downward from the upper end of each vertical wall. It consists of a flange part. A plurality of serrated engagement teeth are formed at the lower end of the flange portion. Further, an engagement hole that can be engaged with and disengaged from the engagement teeth of the lower rail is formed at one end portion of the lock member, and an attachment portion to which the operation lever is attached is formed at the other end portion.

In such a configuration, the one end portion of the lock member is rotated upward by the spring force, and the engagement hole of the lock member engages with the engagement teeth of the lower rail, so that the lock rail is brought into a locked state and the upper rail with respect to the lower rail. Movement is restricted. Further, when the operation lever is operated, one end portion of the lock member is rotated downward and the engagement hole of the lock member is detached from the engagement tooth of the lower rail, so that the unlocked state is entered and the upper rail moves relative to the lower rail. Permissible.

JP 2008-184033 A (paragraphs [0012], [0030], FIG. 2)

However, in the lock mechanism in which the lock member rotates in the vertical direction and the engagement hole of the lock member engages and disengages from the engagement teeth of the lower rail, as in the conventional vehicle slide device, for example, in the case of a vehicle front collision As a result, if an excessive load in the vehicle front direction is input to the upper rail, there is a concern that the lock release state may be unintentionally performed. Specifically, with this type of locking mechanism, the load in the forward direction of the vehicle with respect to the upper rail in the locked state (load) under normal usage conditions
Even if is inputted, the locked state is set to be maintained by the engagement between the engagement hole and the engagement tooth. However, in the lock mechanism, when an excessive load in the vehicle front direction is input to the upper rail in the locked state, stress concentrates on the engagement portion of the engagement tooth with the engagement hole, thereby causing the engagement tooth to move to the vehicle. There is a risk that deformation may occur so as to incline forward. For this reason, the engagement hole slides on the inclined portion of the engagement tooth, the lock member rotates about the shaft support portion, and the engagement state between the engagement hole and the engagement tooth is released. There is a concern that it will be unlocked.

The present invention has been made in view of the above-described conventional problems, and provides a vehicle slide device capable of preventing the lock member from being unlocked against a large load in the vehicle forward direction. .

In order to solve the above-described problem, the structural feature of the invention according to claim 1 is that a first rail and a second rail supported relative to the first rail so as to be relatively movable in the rail axial direction. The rail and the first rail and the second rail are accommodated in and attached to a cross section of the one rail so as to extend in the rail axial direction of the first rail and the second rail, and the first rail and the second rail A locking member that locks relative movement between the first rail and the rail, and an operation lever that is attached to the locking member and moves the locking member to allow relative movement between the first rail and the second rail. And the lock member and the lock so that the lock member and the rail to which the lock member is attached can be moved relative to each other in the rail axial direction in a state where the lock member locks the relative movement. The part is attached A movement allowing portion formed on at least one of the rails and a rail on which the lock member is attached so as to restrict movement of the lock member in the unlocking direction after the relative movement in the movement allowing portion. A movement restriction unit.

The structural feature of the invention according to claim 2 is that in claim 1, the lock member includes an attachment portion that can be attached to one of the first rail and the second rail, and the first member. And an engaging / disengaging portion that can be engaged / disengaged with the other of the second rail and the second rail, and the attachment portion is attached to one of the first rail and the second rail. An attachment portion and an engagement / disengagement portion insertion opening through which the engagement / disengagement portion is inserted are formed, and the other of the first rail and the second rail has the engagement / disengagement portion insertion opening. An engaged / disengageable portion that can be engaged / disengaged from the engaging / disengaging portion protruding from is formed,
The movement allowing portion is formed on at least one of the attachment portion and the attachment portion, and the movement restriction portion is configured such that when the lock member and the rail to which the lock member is attached are relatively moved, The engagement / disengagement portion is formed in the engagement / disengagement portion insertion opening so as to be restricted from moving in a direction in which the engagement / disengagement portion is engaged and detached from the engaged / removed portion.

A structural feature of the invention according to claim 3 is that in claim 1, the lock member includes an attachment portion that can be attached to one of the first rail and the second rail, and the first member. An engagement / disengagement portion that can be engaged / disengaged with the other of the rail and the second rail, and an attachment portion to which the operation lever is attached are formed, and one of the first rail and the second rail has An attachment portion to which the attachment portion is attached, and an attachment portion insertion opening through which the attachment portion is inserted, are formed on the other of the first rail and the second rail, An engagement / disengagement portion that can be engaged / disengaged with the engagement / disengagement portion is formed, the movement allowing portion is formed on at least one of the attachment portion and the attachment portion, and the movement restricting portion is the locking member And the rail to which the lock member is attached are moved relative to each other, Kigakari disengaging portion is that said formed in the mounting portion fitting opening so as to restrict the movement of direction away from the disengagement section.

According to a fourth aspect of the present invention, in the first aspect, the lock member includes an attachment portion that can be attached to one of the first rail and the second rail, and the first member. And an engaging / disengaging portion that can be engaged / disengaged with the other of the second rail and the second rail, and the attachment portion is attached to one of the first rail and the second rail. An attachment portion and an engagement / disengagement portion insertion opening through which the engagement / disengagement portion is inserted are formed, and the other of the first rail and the second rail has the engagement / disengagement portion insertion opening. An engaged / disengageable portion that can be engaged / disengaged from the engaging / disengaging portion protruding from is formed,
The movement allowance portion is formed between the attachment portion and the engagement / disengagement portion in the main body portion of the lock member, and the movement restriction portion includes the lock member and the rail to which the lock member is attached. Is formed in the engagement / disengagement portion insertion opening so that the engagement / disengagement portion is engaged and the movement in the direction away from the engagement / disengagement portion is restricted when the engagement / disengagement portion is moved.

The structural feature of the invention according to claim 5 is that, in claim 1, the lock member includes an attachment portion attachable to one of the first rail and the second rail, and the first member. An engagement / disengagement portion that can be engaged / disengaged with the other of the rail and the second rail, and an attachment portion to which the operation lever is attached are formed, and one of the first rail and the second rail has An attachment portion to which the attachment portion is attached, and an attachment portion insertion opening through which the attachment portion is inserted, are formed on the other of the first rail and the second rail, An engagement / disengagement portion that can be engaged / disengaged with the engagement / disengagement portion is formed, and the movement allowance portion is formed between the attachment portion and the engagement / disengagement portion in the main body portion of the lock member, and the movement restriction When the relative movement of the locking member and the rail to which the locking member is attached, Is that the attachment portions are formed on the mounting portion insertion openings as the engaging portion engageably inserted is restricted movement direction away from the object disengagement section.

According to a sixth aspect of the present invention, in any one of the first to fifth aspects, the first rail is a lower rail fixed to a vehicle floor, and the second rail is the vehicle. The lock member is attached to the upper rail and moves upward to lock the relative movement between the upper rail and the lower rail.

In the invention according to claim 1, one of the first rail and the second rail is encountered in a frontal collision accident in a state where the relative movement between the first rail and the second rail is locked by the lock member. When a large load in the vehicle front direction is input to the vehicle, first, the lock member moves relative to the rail to which the lock member is attached in the movement allowing portion in the rail axial direction. Subsequently, movement of the lock member in the unlocking direction is restricted by the movement restricting portion. Therefore, it is possible to stably maintain a state in which the relative movement between the first rail and the second rail is locked with respect to the input large load in the front direction of the vehicle.

In the invention according to claim 2, the movement allowing portion is formed on at least one of the attachment portion formed on the lock member and the attachment portion formed on the rail to which the lock member is attached. When a large forward load is input, the lock member moves relative to the rail to which the lock member is attached in the movement allowing portion in the rail axial direction. Since the movement restricting portion is formed in the engaging / disengaging portion insertion opening through which the engaging / disengaging portion formed in the lock member is inserted, the engaging / disengaging portion becomes the movement restricting portion when the lock member moves relatively. The movement in the direction of entering and leaving the engaged / disengaged part is restricted. That is, the lock member is restricted from moving in the unlocking direction.

In the invention according to claim 3, the movement allowing portion is formed in at least one of the attachment portion formed on the lock member and the attachment portion formed on the rail to which the lock member is attached. When a large forward load is input, the lock member moves relative to the rail to which the lock member is attached in the movement allowing portion in the rail axial direction. Since the movement restricting portion is formed in the attachment portion insertion opening through which the attachment portion formed on the lock member is inserted, the attachment portion is engaged with the movement restricting portion when the lock member is moved relative to the above. As a result, the engagement / disengagement portion formed on the lock member is restricted from moving away from the engagement / disengagement portion. That is, the lock member is restricted from moving in the unlocking direction.

In the invention according to claim 4, the lock member is engaged with the attachment portion attached to one of the first rail and the second rail, and the other of the first rail and the second rail. An engagement / disengagement section,
Is forming. Since the movement allowing portion is formed between the attachment portion and the engagement / disengagement portion in the main body portion of the lock member, when a large load in the vehicle front direction is input, the main body portion of the lock member is attached. The part and the engaging / disengaging part are pulled, and the movement allowing part formed therebetween is deformed in the rail axial direction. That is, the lock member moves relative to the rail to which the lock member is attached in the rail axial direction. Since the movement restricting portion is formed in the engaging / disengaging portion insertion opening through which the engaging / disengaging portion of the lock member is inserted, the engaging / disengaging portion is engaged with the movement restricting portion when the relative movement of the lock member is performed. Movement in the direction of entering and leaving the engaged / disengaged part is restricted. That is, the lock member is restricted from moving in the unlocking direction.

In the invention according to claim 5, the lock member is engaged with the attachment portion attached to one of the first rail and the second rail, and the other of the first rail and the second rail. An engaging / disengaging part
Is forming. Since the movement allowing portion is formed between the attachment portion and the engagement / disengagement portion in the main body portion of the lock member, when a large load in the vehicle front direction is input, the main body portion of the lock member is attached. The part and the engaging / disengaging part are pulled, and the movement allowing part formed therebetween is deformed in the rail axial direction. That is, the lock member moves relative to the rail to which the lock member is attached in the rail axial direction. Since the movement restricting portion is formed in the attachment portion insertion opening through which the attachment portion formed on the lock member is inserted, the attachment portion is engaged with the movement restricting portion when the lock member is moved relative to the above. Thus, the movement of the lock member in the direction in which the engagement / disengagement portion of the lock member is detached from the engagement / disengagement portion is restricted. That is, the lock member is restricted from moving in the unlocking direction.

According to the sixth aspect of the present invention, there is provided a technique capable of stably maintaining a state in which the relative movement between the upper rail and the lower rail is locked against an input large load in the front direction of the vehicle. Therefore, the present invention is applied to a vehicle slide device that moves up and down to lock and unlock. This vehicle slide device is characterized in that the number of parts is smaller than that of a vehicle slide device in which a lock member rotates around a rail axis to be locked and unlocked, so that the cost of the device can be reduced. it can.

1 is a perspective view showing a vehicle seat to which a vehicle slide device according to an embodiment of the present invention is applied. FIG. 2 is a perspective view of the vehicle slide device of FIG. 1. FIG. 3 is an exploded perspective view of the vehicle slide device of FIG. 2. It is the figure which cut | disconnected the part of the locking member of the slide apparatus for vehicles of FIG. 2, and was seen from the front. (A) is a figure which shows the state before a deformation | transformation of the attachment part formed in the upper rail of the slide apparatus for vehicles of FIG. 2, (B) is a figure which shows the state after the deformation | transformation of the attachment part. (A) is a figure which shows the state before a deformation | transformation of the opening part for engagement / disengagement part insertion formed in the upper rail of the slide apparatus for vehicles of FIG. 2, (B) is a deformation | transformation state in the middle of the opening part for engagement / disengagement part insertion FIG. 6C is a diagram showing a final deformed state of the engaging / disengaging portion insertion opening. (A) is a figure which shows the state before a deformation | transformation of the opening part for attachment part penetration formed in the upper rail of the slide apparatus for vehicles of FIG. 2, (B) shows the state after the deformation | transformation of the attachment part insertion opening part. FIG. It is a perspective view which shows the 1st modification of the locking member of the vehicle seat slide apparatus of FIG. (A) is a figure which shows the state before a deformation | transformation of the lock member of FIG. 8, (B) is a figure which shows the state after the deformation | transformation of the lock member. (A), (B), (C) is a figure which shows the 1st-3rd modification of the to-be-attached part formed in the upper rail of the slide apparatus for vehicles of FIG. It is a perspective view which shows the 2nd modification of the locking member of the vehicle seat slide apparatus of FIG. (A) is a figure which shows the state before a deformation | transformation of the modification of the opening part for attachment part insertion formed in the upper rail of the slide apparatus for vehicles of FIG. 2, (B) is after the deformation | transformation of the attachment part insertion opening part. It is a figure which shows a state.

An embodiment of a vehicle slide device according to the present invention will be described below with reference to the drawings. In the following description, “front and rear” is based on the front and rear of the vehicle. As shown in FIGS.
The vehicle slide device of the present embodiment is a seat slide device 1 that moves the seat 10 in the front-rear direction with respect to the vehicle. The vehicle slide device is manufactured in a substantially bilaterally symmetric shape and is attached to both lower portions of the seat cushion 11 of the seat 10. Each seat slide device 1 has a lower rail 30 fixed on the floor 20 of the vehicle, and an upper rail 40 fixed to the seat 10 side and supported so as to be movable relative to the lower rail 30 in the rail axial direction. ing.

Further, as will be described in detail later, between the lower rail 30 and the upper rail 40 of the left and right seat slide apparatuses 1, a lock member 50 that locks the relative movement of the lower rail 30 and the upper rail 40 is disposed. The lock by the lock member 50 can be released by one operating lever 60 protruding forward from between the seat 10 and the floor 20. In the following description, the structure and operation of the seat slide device 1 only on one side will be described unless otherwise specified.

As shown in FIG. 4, the lower rail 30 has a base 31 that is horizontal to the floor 20 of the vehicle.
Then, the outer first side portion 32a and the inner first side portion 32b, which are curved from both ends of the base portion 31 and extend upward, are once bent inward from the upper ends of both the first side portions 32a and 32b and again. An outer second side portion 33a and an inner second side portion 33b extending upward, an outer third side portion 34a extending inward from the upper ends of both the second side portions 33a and 33b, and an inner third side portion 34a. And three side portions 34b.

As shown in FIG. 3, engaged / disengaged portions 35 are formed on the third side portions 34 a, 34 b of the lower rail 30 to engage with an engagement / disengagement portion 54 of a lock member 50 described later. The engaged portion 35 is provided with a plurality of sawtooth-shaped notches 35a facing downward in a length corresponding to the maximum movement range before and after the upper rail 40 at a constant pitch in the rail axial direction.

As shown in FIG. 4, the upper rail 40 includes an outer hanging portion 41 a extending downward with respect to the vehicle floor 20, an inner first hanging portion 41 b having a shorter length than the hanging portion 41 a, and a first
A substrate part 42b extending horizontally inward from the lower end of the drooping part 41b, a second drooping part 43b extending downward from one end in the inward direction of the board part 42b, and diagonally above and below from the lower ends of the drooping part 41a and the second drooping part 43b The outer inclined portion 44a and the inner inclined portion 44b extending in the direction, and both inclined portions 44a, 44
b has an outer standing portion 45a and an inner standing portion 45b which are once curved inward from one end in the outward direction and extend upward.

As shown in FIG. 3, an attachment portion 46 to which the attachment portion 51 of the lock member 50 is attached is formed on the board portion 42 b at the front portion in the longitudinal direction of the upper rail 40. The attachment portion 51 and the attachment portion 46 are formed as pin holes through which the attachment pins 52 can be inserted. Further, an attachment portion insertion opening 47 through which the attachment portion 55 of the lock member 50 is inserted is formed behind the attached portion 46 in the substrate portion 42b. Also, the hanging portion 41a of the upper rail 40, the second
In the vicinity of the mounting portion insertion opening 47 in the hanging portion 43b and both standing portions 45a and 45b,
An engagement / disengagement portion insertion opening 49 through which the engagement / disengagement portion 54 of the lock member 50 is inserted is formed. The attached portion 46, the attachment portion insertion opening 47, and the engagement / disengagement portion insertion opening 49 are subjected to a frontal collision accident when the lock member 50 is in a locked state, and a large load in the vehicle front direction is input to the upper rail 40. The lock member 50 has a function of preventing the lock member 50 from being unlocked or broken, and details thereof will be described later.

Further, a lever support portion 48 having a square-shaped cross section for supporting the operation lever 60 is erected between the attachment portion 46 and the attachment portion insertion opening 47 in the substrate portion 42b. The lever support portion 48 has two L-shaped parallel cuts from the middle of the first hanging portion 41b to one end in the inward direction of the substrate portion 42b, and the portion between the cuts is folded inward to form an inverted L-shape. It is formed by. On the outer vertical wall portion 48a (hanging portion 41a) forming the lever support portion 48,
An inverted U-shaped slit 48b is formed. An inner tongue side portion 48c that defines the slit 48b is slightly bent inward, and a gap formed between the tongue side portion 48c and the vertical wall portion 48a has one end of a lever spring 62 to be described later. The side is threaded. A notch 48e is formed in the front side portion of the inner vertical wall portion 48d forming the lever support portion 48. One end of the lever spring 62 is locked to the notch 48e.

As shown in FIG. 4, the lower rail 30 and the upper rail 40 are disposed between the first side portions 32 a and 32 b and the second side portions 33 a and 33 b of the lower rail 30 and the third side portions 34 a and 34 b.
The upright portions 45a and 45b of the upper rail 40 are inserted from the front, and the curved portions 32aa, 32ab, 32ba, which are formed at the upper and lower ends of the first side portions 32a and 32b of the lower rail 30, respectively.
The inner side of 32bb, the outer side of the inclined parts 44a, 44b of the upper rail 40 and the upright part 45a,
The ball bearing 2 is attached so as to be sandwiched between the curved portions 45aa and 45ba formed at the lower end of 45b.

With this structure, the load from above on the upper rail 40 is applied to the ball bearing 2.
Is received by the lower rail 30. For this reason, the upper rail 40 is supported by the rolling of the ball 2a of the ball bearing 2 with respect to the lower rail 30, and is configured to obtain a smooth back-and-forth movement. The curved portions 45aa and 45ba formed at the lower ends of the inclined portions 44a and 44b and the standing portions 45a and 45b of the upper rail 40 are sandwiched from the left and right by the pair of ball bearings 2 located on both outer sides, and the inclined portions 44a and 44b and Standing portion 45a,
The curved portions 45aa and 45ba formed at the lower end of 45b are used as holders 2 of the respective ball bearings 2.
The upper rail 40 is supported with respect to the lower rail 30 so that there is no play in both the upper and lower sides and the left and right sides of the ball 2a supported by b.

As shown in FIG. 3, the lock member 50 is made of an elastic material such as a spring steel plate, and includes an attachment portion 51, a main body portion 53, an engagement / disengagement portion 54, and an attachment portion 55 that are integrally formed. The lock member 50 is formed so as to be housed in an inverted U-shaped cross section formed by the hanging portion 41a, the first hanging portion 41b, and the substrate portion 42b of the upper rail 40. The main body 53 includes the upper rail 4
The width is smaller than the inner width of the zero substrate portion 42b, and is formed in a substantially rectangular plate shape having a length extending in the rail axis direction from the attached portion 46 to the attachment portion insertion opening 47. The attachment portion 51 is a circular pin hole through which the attachment pin 52 can be inserted, and is formed on the front end side of the main body portion 53.

The engagement / disengagement portion 54 has a substantially rectangular plate shape having a width larger than the outer width of the base portion 42b of the upper rail 40 and a length smaller than the lateral width of the engagement / removal portion insertion opening 49 of the upper rail 40, that is, the engagement / disengagement portion. It is provided on the rear end side of the main body 51 in a shape that protrudes from the engaging / disengaging portion insertion opening 49 without contacting the edge of the insertion opening 49. On both the left and right sides of the engagement / disengagement portion 54, a plurality of (two in this example) long holes 54a to which the notches 35a of the engaged / disengaged portions 35 of the lower rail 30 can be engaged / disengaged are notched in the rail axial direction. It is drilled at the same pitch.

The attachment portion 55 extends upward from the rear end side of the engagement / disengagement portion 54 with the width of the main body portion 53, and supports the lever from the attachment portion insertion opening 47 without contacting the edge of the attachment portion insertion opening 47. It is formed in a substantially rectangular plate shape that protrudes substantially the same height as the height of the portion 48. The attachment portion 55 is provided with a vertically long hole 55a into which the rectangular cross section 61 of the operation lever 60 is inserted and locked.
Further, a notch 55 b in which the lever spring 62 is locked is formed on the outer side of the attachment portion 55.

The lock member 50 having such a configuration is disposed on the lower surface of the substrate portion 42b of the upper rail 40, the engagement / disengagement portion 54 is inserted into the engagement / disengagement portion insertion opening 49, and the attachment portion 55 is attached to the attachment portion insertion opening portion 4.
7 is inserted. Then, the attaching pin 52 is inserted into the attaching portion 51 of the locking member 50 and the attached portion 46 of the upper rail 40 and caulked, whereby the locking member 50 is attached to the lower surface of the substrate portion 42b of the upper rail 40. Mounted fixedly. The lock member 50 made of an elastic material is formed into a shape that lifts the engaging / disengaging portion 54 upward with the attachment portion 51 as a fulcrum by an elastic restoring force. Here, the engagement / disengagement part 54 and the main body part 53 are bent in a Z shape so that the engagement / disengagement part 54 of the lock member 50 is positioned below the main body part 53 and parallel to the main body part 53. . As a result, the upper surface of the main body 53 of the lock member 50 can
Even when abutting against the lower surface of the board portion 42b, all the elongated holes 54a of the engaging / disengaging portion 54 of the lock member 50 surely enter the base of the notch 35a of the engaged / disengaging portion 35 of the lower rail 30, and a gap is formed in the front-rear direction. They are in contact with and engaged with each other so that there is no gap.

The operation lever 60 is formed into a substantially U-shape with a pipe material, and is formed into a rectangular cross section 61 that is long in the vertical direction at the rear ends of both side portions extending in the rear direction so as to increase the bending rigidity in the vertical direction. ing. A notch 62 is provided on the upper surface near the rear end of the rectangular cross section 61. The operation lever 60 is attached to the lever support portion 48 of the upper rail 40 and the attachment portion 55 of the lock member 50 using a lever spring 62. The lever spring 62 is formed by bending a wire. The front portion is once bent outward, the front end is bent into a substantially U-shape, the rear portion is once bent upward, and the rear end is substantially bent. It is formed in a shape bent into a U-shape.

When attaching the operation lever 60 to the upper rail 40 and the lock member 50, first, the U-shaped portion at the front end of the lever spring 62 is moved from the notch 48 e of the lever support portion 48 to the tongue portion 4.
8c and the vertical wall portion 48a are locked over the gap, and the U-shaped portion at the rear end of the lever spring 62 is
The locking member 50 protruding from the mounting portion insertion opening 47 is engaged from the notch 55b formed in the outer portion of the mounting portion 55 to the inner portion. Then, the rear end portion of the rectangular cross section 61 of the operation lever 60 is inserted into the lever support portion 48 from above the front end of the lever spring 62 locked to the lever support portion 48.

Next, the U-shaped portion at the rear end of the lever spring 62 is notched to the notch 5 of the mounting portion 55 of the lock member 50.
5b and lifted upward, the rear end portion of the rectangular cross section 61 is inserted into the elongated hole 55a of the mounting portion 55 of the lock member 50 and passed below the rear end of the lever spring 62. Then, the U-shaped portion at the rear end of the lever spring 62 is engaged with the notch 55 b of the mounting portion 55 of the lock member 50 and the notch portion 62 of the rectangular cross section 61. Accordingly, the state shown in FIG. 2 is obtained, and the operation lever 60 can be prevented from moving backward and prevented from coming off, and the operation lever 60 and the lock member 50 can be rotated together. .

The attached portion 46, the attachment portion insertion opening 47, and the engagement / disengagement portion insertion opening 49 formed in the upper rail 40 will be described below with reference to the drawings. As shown in FIG. 5A, the attachment portion 46 includes an attachment hole 46a having a slightly larger diameter than the outer diameter of the attachment pin 52, and a communication portion 46c ( It is formed in a shape having a small-diameter small hole 46b (corresponding to the “movement permissible portion” of the present invention) arranged in parallel so as to communicate with each other. Although details will be described later, when the lock member 50 encounters a frontal collision accident when the lock member 50 is in a locked state and a large load in the front direction of the vehicle is input to the upper rail 40 by the small hole 46b and the communication portion 46c, the lock member 50 and the upper rail The relative movement in the rail axial direction with respect to 40 is possible.

As shown in FIG. 6A, the engagement / disengagement portion insertion opening 49 is formed by the engagement / disengagement portion 5 of the lock member 50.
4 is formed in a substantially rectangular shape having a width longer than the length of the engagement / disengagement portion 54 in the rail axial direction so as not to contact the opening edge portion during insertion. An inclined portion 49 a (corresponding to the “movement restricting portion” of the present invention) is formed below the rear side portion of the engaging / disengaging portion insertion opening 49. The inclined portion 49a can come into contact with the rear portion of the engaging / disengaging portion 54 of the locking member 50 when the locking member 50 and the upper rail 40 are moved relative to each other, and can further push the contacting / disengaging portion 54 upward and obliquely upward. Is formed. Although the details will be described later, the inclined portion 49a can restrict the movement of the lock member 50 in the unlocking direction after the relative movement in the movement allowing portion.

As shown in FIG. 7A, the attachment portion insertion opening 47 is formed by the attachment portion 5 of the lock member 50.
5 is formed in the substantially rectangular shape which has a width longer than the length of the direction orthogonal to the rail axial direction of the attachment part 55 so that it may not contact an opening edge part at the time of insertion. The mounting portion 5 is provided on both sides of the mounting portion insertion opening 47 at the time of relative movement between a lock member 50 and an upper rail 40 described later.
Narrowed portions 47a and 47b (corresponding to the “movement restricting portion” of the present invention) are formed so that the width of the attachment portion insertion opening 47 is gradually narrowed so that both side portions of 5 can be contacted. Although the details will be described later, it is possible to restrict the movement of the lock member 50 in the unlocking direction after the relative movement in the movement allowing portion by the throttle portions 47a and 47b.

Here, the upper rail 40 has a combination of the attachment portion 46 having the small hole 46b and the communication portion 46c and the engaging / disengaging portion insertion opening portion 49 having the inclined portion 49a, or the small hole 46b and the communication portion 46c. By forming a combination of the attachment portion 46 and the attachment portion insertion opening portion 47 having the throttle portions 47a and 47b, the lock member 50 encounters a frontal collision accident in the locked state, and is moved to the upper rail 40 in the vehicle front direction. When a large load is input, the lock member 5
It is possible to sufficiently prevent 0 from being unlocked or broken. Small hole 4
6b and the attachment part 46 having the communication part 46c, the engagement part insertion opening part 49 having the inclined part 49a, and the attachment part insertion opening part 47 having the throttle parts 47a and 47b are formed, It is possible to more reliably prevent the lock member 50 from being unlocked or broken.

The operation of the seat slide device 1 will be described below. When the seat slide device 1 assembled to the seat 10 is in the locked state, the engaging / disengaging portion 54 of the locking member 50 is engaged with the engaged / disengaging portion 35 of the lower rail 30 by the elastic return force of the locking member 50. From this locked state,
When the occupant operates the front end of the operation lever 60 to lift up against the elastic return force of the lock member 50, the operation lever 60 rotates about the lever support portion 48 of the upper rail 40 in the clockwise direction in FIG. At the same time, the rear end portion of the rectangular cross section 61 of the operation lever 60 presses the lower end portion of the elongated hole 55 a of the attachment portion 55 of the lock member 50.

As a result, the lock member 50 rotates about the attached portion 46 of the upper rail 40 in the clockwise direction in FIG. 2, and the engagement / disengagement portion 54 of the lock member 50 is detached from the engagement / disengagement portion 35 of the lower rail 30 to be locked. It becomes a release state. Therefore, the occupant can move the seat 10 to a desired front-rear position. Thereafter, when the occupant releases his / her hand from the operation lever 60, the operation lever 60 returns to the initial position by the elastic return force of the lock member 50, and the engagement / disengagement portion 54 of the lock member 50 is engaged / disengaged portion 35 of the lower rail 30.
To be locked.

During normal use, the load generated by the weight of the occupant and the seat 10 and the inertia in the front-rear direction is transmitted to the mounting pin 52 via the lock member 50 and supported by the upper rail 40. on the other hand,
When a frontal collision accident is encountered and a large load in the front of the vehicle is input to the upper rail 40, the operation is as follows. FIG. 5 (A) shows a case where the upper rail 40 is formed with a combination of an attachment portion 46 having a small hole 46b and a communication portion 46c and an engaging / disengaging portion insertion opening 49 having an inclined portion 49a. As shown, the attachment hole 4 of the attachment portion 46 of the upper rail 40
A load in the forward direction acts on the mounting pin 52 penetrating the 6 a by the upper rail 40.

Then, as shown in FIG. 5B, the connecting portion 52c and the small hole 46b of the attached portion 46 are deformed by the attaching pin 52 that receives the load, and the attaching pin 52 enters the deformed portion. Therefore, the upper rail 40 moves forward. At this time, since the engaging / disengaging portion 54 of the lock member 50 is fixed to the engaged / disengaged portion 35 of the lower rail 30, the upper rail 40 moves forward relative to the lock member 50. Note that the deformation of the communicating portion 46c and the small hole 46b of the attached portion 46 is set to be completed at about half the strength of the lock member 50 that is assumed.

By the relative movement of the upper rail 40 with respect to the locking member 50, as shown in FIG. 6A, the engaging / disengaging portion insertion opening 49 of the upper rail 40 through which the engaging / disengaging portion 54 of the locking member 50 is inserted is shown in FIG. As shown in FIG. 6 (B), it slightly rises diagonally forward and the lower portion of the inclined portion 49a of the engaging / disengaging portion insertion opening 49 comes into contact with the rear end portion of the engaging / disengaging portion 54. 6 (C
), The slanted portion 49 of the engagement / disengagement portion insertion opening 49 is slightly lowered forward and obliquely downward.
a moves while rubbing against the rear end portion of the engagement / disengagement portion 54. Finally, the rear end portion of the engagement / disengagement portion 54 is hooked in the vicinity of the upper portion of the inclined portion 49a of the engagement / disengagement portion insertion opening 49. It will be obstructed by the inclined part 49a, and the engagement / disengagement part 54
Can be engaged with the engaged / disengaged portion 35 of the lower rail 30.

That is, the lock member 50 is restricted from moving in the unlocking direction, and can stably maintain a state in which the relative movement between the lower rail 30 and the upper rail 40 is locked against an input large load in the front direction of the vehicle. The elongated hole 54a of the engaging / disengaging portion 54 of the lock member 50 enters and engages the root of the notch 35a of the engaged / disengaging portion 35 of the lower rail 30, and the pure shear failure mode is applied to the load. Therefore, stable lock strength can be guaranteed.

In the upper rail 40, an attachment portion 46 having a small hole 46b and a communication portion 46c, and a throttle portion 47.
When the combination with the attachment portion insertion opening 47 having a and 47b is formed, the attached portion 46 performs the same operation as the operation described with reference to FIG. Then, due to the relative movement of the upper rail 40 with respect to the lock member 50, as shown in FIG. 7A, the attachment portion insertion opening 47 of the upper rail 40 through which the attachment portion 55 of the lock member 50 is inserted is
As shown in FIG. 7 (B), the throttle part 47a of the attachment part insertion opening 47 moves forward,
47b moves in contact with both side portions of the mounting portion 55 while being scraped.

Finally, both side portions of the attachment portion 55 are connected to the throttle portions 47a and 4 of the attachment portion insertion opening 47.
7b is located in the middle of the frictional engagement, so that the downward movement of the mounting portion 55 is prevented by the throttle portions 47a and 47b, and the engagement / disengagement portion 54 is engaged / disengaged portion of the lower rail 30. The state engaged with 35 can be maintained. That is, the lock member 50 is restricted from moving in the unlocking direction, and the lower rail 30 and the upper rail 4 with respect to the input large load in the vehicle front direction.
The state where the relative movement with respect to 0 is locked can be stably maintained. The elongated hole 54a of the engaging / disengaging portion 54 of the lock member 50 enters and engages the root of the notch 35a of the engaged / disengaging portion 35 of the lower rail 30, and the pure shear failure mode is applied to the load. Therefore, stable lock strength can be guaranteed.

In the embodiment described above, the movement allowing portion is formed in the attached portion 46 of the upper rail 40.
Instead of forming the movement allowance portion on the attached portion 46, the movement allowance portion may be formed on the main body portion 53 of the lock member 50 as shown in FIG. That is, a curved portion 56 (corresponding to the “movement allowing portion” of the present invention) is formed by bending a portion between the attachment portion 51 and the engagement / disengagement portion 54 in the main body portion 53 of the lock member 50 downward in an arc shape. To do. In this case, the lock member 50 is formed with a curved portion 56, and the upper rail 40 is formed with a combination in which an engagement / disengagement portion insertion opening 49 having an inclined portion 49a is formed, or for attachment portion insertion having throttle portions 47a and 47b. With the combination in which the opening 47 is formed, the lock member 50 is unlocked or broken when a large frontal load is input to the upper rail 40 due to a frontal collision accident when the lock member 50 is locked. Can be sufficiently prevented. The lock member 50 having the curved portion 56, the engaging / disengaging portion insertion opening portion 49 having the inclined portion 49a, and the attachment portion insertion opening portion 47 having the throttle portions 47a and 47b are combined to form a lock. It is possible to more reliably prevent the member 50 from being unlocked or broken.

In the case of the combination in which the curved portion 56 is formed in the lock member 50 and the upper rail 40 is formed with the engagement portion insertion opening 49 having the inclined portion 49a or the attachment portion insertion opening 47 having the throttle portions 47a and 47b, When a frontal collision accident is encountered and a large load in the front of the vehicle is input to the upper rail 40, the operation is as follows. A load in the forward direction acts on the attachment pin 52 that is penetrated by the attachment portion 46 of the upper rail 40 by the upper rail 40. At this time, since the engaging / disengaging part 54 engages with the engaged / disengaged part 35 of the lower rail 30 and the locking member 50 is fixed, as shown in FIGS. 9 (A) and 9 (B). The main body 53 of the lock member 50 is pulled forward by the received mounting pin 52, the bending portion 56 is deformed and extended, and the upper rail 40 moves in the forward direction.

At this time, since the engaging / disengaging portion 54 of the lock member 50 is fixed by being engaged with the engaged / disengaged portion 35 of the lower rail 30, the upper rail 40 moves relative to the lock member 50 in the forward direction. The deformation of the bending portion 56 is set so as to be completed at about half the strength of the assumed lock member 50. Thereafter, the operation described with reference to FIG. 6 or FIG. 7 is performed, and the lock member 50 is restricted from moving in the unlocking direction, and the lower rail 30 and the upper rail 40 are subjected to a large load in the vehicle front direction. The state where the relative movement is locked can be stably maintained. The elongated hole 54a of the engaging / disengaging portion 54 of the lock member 50 enters and engages the root of the notch 35a of the engaged / disengaging portion 35 of the lower rail 30, and the pure shear failure mode is applied to the load. Therefore, stable lock strength can be guaranteed.

FIGS. 10A to 10C are views showing a modification of the movement allowing portion formed in the attached portion 46 of the upper rail 40. As shown in FIG. 10 (A), the attachment portion 46 is provided with the attachment pin 5.
2 and an escape hole 46d having the same diameter as that of the mounting hole 46a arranged in parallel with a distance from the mounting hole 46a (corresponding to the “movement allowing portion” of the present invention). Mounting hole 46a.
And a communicating portion 46e (corresponding to the “movement allowing portion” of the present invention) that communicates with the relief hole 46d. When a forward load is applied by the upper rail 40 to the attachment pin 52 penetrating through the attachment hole 46a of the attachment portion 46 of the upper rail 40, the communication portion 46e of the attachment portion 46 is deformed and Since the attaching pin 52 passes through the deformed portion and enters the escape hole 46 d, the upper rail 40 moves relative to the lock member 50 in the forward direction.
Note that the deformation of the communicating portion 46e of the attached portion 46 is set to be completed at about half the strength of the assumed lock member 50.

As shown in FIG. 10B, the attachment portion 46 extends rearward from the attachment hole 46a having a diameter slightly larger than the outer diameter of the attachment pin 52, and the rear central portion of the attachment hole 46a. A long hole 46f (corresponding to the “movement permissible portion” of the present invention) provided so as to have two elliptical holes 46g (corresponding to the “movement permissible portion” of the present invention) provided on the upper and lower sides of the long hole 46f. )). The attachment pin 5 that penetrates the attachment hole 46a of the attachment portion 46 of the upper rail 40
2, when a forward load is applied by the upper rail 40, the elongated hole 46 f of the attached portion 46 is deformed to the two elliptical holes 46 g side, and the attachment pin 52 enters the deformed portion, so that the upper rail 40 is locked. It moves relative to the member 50 in the forward direction. It should be noted that the deformation of the long hole 46f of the attachment portion 46 is set to be completed at about half the strength of the assumed lock member 50.

As shown in FIG. 10 (C), the attachment portion 46 extends rearward from the attachment hole 46a having a diameter slightly larger than the outer diameter of the attachment pin 52 and the rear lower portion of the attachment hole 46a. A long hole 46h (corresponding to the “movement permissible portion” of the present invention) provided to be present and an elliptic hole 46i (corresponding to the “movement permissible portion” of the present invention) provided above the long hole 46h. It is formed in the shape which has.
When a forward load is applied by the upper rail 40 to the attachment pin 52 penetrating the attachment hole 46a of the attachment portion 46 of the upper rail 40, the elongated hole 46h of the attachment portion 46 becomes the elliptical hole 4.
Since the attachment pin 52 enters into the deformed portion after being deformed to the 6i side, the upper rail 40 moves relative to the lock member 50 in the forward direction. It should be noted that the deformation of the long hole 46h of the attachment portion 46 is set to be completed at about half of the strength of the lock member 50 that is assumed.

FIG. 11 is a view showing a modification of the attachment portion 55 of the lock member 50. The mounting portion 55 is formed with the aforementioned long hole 55a and notch 55b, and further, on both sides of the lower portion of the mounting portion 55, a throttle portion 47a of the mounting portion insertion opening 47 shown in FIG. , 47b into which notches 55c and 55d are formed. As described above, when the attachment portion insertion opening 47 of the upper rail 40 into which the attachment portion 55 of the lock member 50 is inserted moves forward due to the relative movement of the upper rail 40 with respect to the lock member 50, the attachment portion insertion opening 47. The throttle portions 47a and 47b move into the notches 55c and 55d of the mounting portion 55 and move. In the case of the attachment portion 55 in which the notches 55c and 55d are not formed, the throttle portions 47a and 47b of the attachment portion insertion opening 47 move while being scraped in contact with both side portions of the attachment portion 55. Since the notches 55c and 55d are formed, the throttle portions 47a and 47b are not cut, but only enter, so that the notches 55c and 55d come into contact with the throttle portions 47a and 47b. Can be reliably prevented.

FIG. 12A is a view showing a modification of the movement restricting portion formed in the attachment portion insertion opening 47 of the upper rail 40, and the attachment portion 5 in which the notches 55c and 55d shown in FIG. 11 are formed.
FIG. The mounting portion insertion opening 47 is a large rectangular shape having a width longer than the length of the mounting portion 55 in the direction perpendicular to the rail axis direction so that the mounting portion 55 of the lock member 50 does not contact the opening edge portion when inserted. A portion 47c and a small rectangular portion 47d formed to communicate with the rear center of the large rectangular portion 47c and having a width slightly longer than the distance between the notches 55c and 55d of the mounting portion 55. Yes. That is, the mounting portion insertion opening 47
On both rear sides, a stepped portion 47e that narrows the width of the mounting portion insertion opening 47 so that it can enter the notches 55c and 55d of the mounting portion 55 when the lock member 50 and the upper rail 40 move relative to each other. , 47f (corresponding to the “movement restricting portion” of the present invention).

As described above, the relative movement of the upper rail 40 with respect to the lock member 50 causes the movement of FIG.
As shown in B), the upper rail 40 through which the mounting portion 55 of the lock member 50 is inserted is provided.
When the attachment portion insertion opening 47 moves forward, the step portion 47e of the attachment portion insertion opening 47 is formed.
, 47f move into the notches 55c, 55d of the mounting portion 55 and move. By forming the notches 55c and 55d in this way, the stepped portions 47e and 47f enter without being cut and come into contact with the notches 55c and 55d, and the engagement / disengagement portion 54 contacts the engagement / disengagement portion 35 of the lower rail 30. The engaged state is maintained. That is, the lock member 50 is restricted from moving in the unlocking direction, and can maintain the state in which the relative movement between the lower rail 30 and the upper rail 40 is locked against a large load in the front direction of the input vehicle. The elongated hole 54a of the engaging / disengaging portion 54 of the lock member 50 enters and engages the root of the notch 35a of the engaged / disengaging portion 35 of the lower rail 30, and the pure shear failure mode is applied to the load. Therefore, stable lock strength can be guaranteed.

In the vehicle slide device 1 according to the above-described embodiment, the movement allowance portion is formed in the attachment portion 46 of the upper rail 40, but the movement allowance portion having the same shape is formed in the attachment portion 51 of the lock member 50. It may be. In this case, the movement allowance portion of the attachment portion 46 is formed on the rear side with respect to the attachment hole 46a through which the attachment pin 52 is penetrated, but the attachment pin 52 penetrates the movement allowance portion of the attachment portion 51. It forms in the front side with respect to the mounting hole 46a mounted. Movement permitting portion and attachment portion 51 of attachment portion 46
Either one or both of the movement allowance portions may be formed. Also,
Although the present invention is applied to the vehicle slide device 1 in which the lock member 50 moves up and down with respect to the rail shaft and is locked and unlocked, the vehicle in which the lock member rotates around the rail shaft and is locked and unlocked. The present invention can also be applied to a slide apparatus for use. Moreover, although the case where the vehicular slide device is applied to a vehicle seat has been described, the vehicular slide device can be applied to any vehicular vehicle that requires sliding.

DESCRIPTION OF SYMBOLS 1 ... Vehicle slide apparatus, 30 ... Lower rail, 40 ... Upper rail, 46 ... Attachment part,
46b: Small hole (movement allowable part), 46c: Communication part (movement allowable part), 46d ... Escape hole (movement allowable part), 46e ... Communication part (movement allowable part), 46f ... Long hole (movement allowable part), 46g ... Elliptical hole (movement allowance), 46h ... Long hole (movement allowance), 46i ... Elliptical hole (movement allowance), 47 ...
Mounting portion insertion openings, 47a, 47b ... throttle portions (movement restricting portions), 47e, 47f ... step portions (movement restricting portions), 48 ... lever support portions, 49 ... engagement / disengagement portion insertion openings, 49a ... inclined Part (movement restricting part), 50 ... lock member, 51 ... attaching part, 52 ... attaching pin, 53 ... main body part, 54
... engaging / disengaging part, 55 ... attaching part, 56 ... bending part (movement allowing part), 60 ... operating lever.

Claims (6)

A first rail;
A second rail supported so as to be movable relative to the first rail in the axial direction of the rail;
The first rail, the second rail, and the first rail, the second rail, and the second rail are attached to the first rail and the second rail so as to extend in the rail axial direction of the first rail. A locking member for locking the relative movement of
An operating lever attached to the locking member for moving the locking member to allow relative movement between the first rail and the second rail;
The lock member and the lock member are arranged so that the lock member and the rail to which the lock member is attached can be moved relative to each other in the rail axial direction in a state where the lock member locks the relative movement. A movement allowing portion formed on at least one of the rails to be attached;
A movement restricting portion formed on the rail to which the lock member is attached so as to restrict the movement of the lock member in the unlocking direction after the relative movement in the movement allowing portion;
A vehicle slide device comprising: In claim 1,
The lock member includes an attachment portion that can be attached to one of the first rail and the second rail, and an attachment / detachment portion that can be attached to and detached from the other of the first rail and the second rail. And formed,
One of the first rail and the second rail is formed with an attached portion to which the attaching portion is attached and an engaging / disengaging portion insertion opening through which the engaging / disengaging portion is inserted. And
On the other of the first rail and the second rail, an engaged / disengaged portion that is detachable from the engagement / disengagement portion protruding from the engagement / disengagement portion insertion opening is formed,
The movement allowing portion is formed on at least one of the attachment portion and the attachment portion,
The movement restricting portion is restricted from moving in a direction in which the engagement / disengagement portion is engaged and detached from the engagement / disengagement portion when the lock member and the rail to which the lock member is attached are relatively moved. Thus, the vehicle slide device is formed in the engaging / disengaging portion insertion opening. In claim 1,
The lock member includes an attachment portion that can be attached to one of the first rail and the second rail, and an attachment / detachment portion that can be attached to and detached from the other of the first rail and the second rail. And an attachment portion to which the operation lever is attached,
One of the first rail and the second rail is formed with an attachment portion to which the attachment portion is attached, and an attachment portion insertion opening through which the attachment portion is inserted,
On the other of the first rail and the second rail, an engaged / disengaged portion that can be engaged / disengaged with the engaging / disengaging portion is formed,
The movement allowing portion is formed on at least one of the attachment portion and the attachment portion,
The movement restricting portion is arranged in a direction in which the attachment portion is engaged and the engagement / disengagement portion is detached from the engaged / disengaged portion when the lock member and the rail to which the lock member is attached are relatively moved. A vehicular slide device characterized in that the mounting portion insertion opening is formed so as to be restricted in movement. In claim 1,
The lock member includes an attachment portion that can be attached to one of the first rail and the second rail, and an attachment / detachment portion that can be attached to and detached from the other of the first rail and the second rail. And formed,
One of the first rail and the second rail is formed with an attached portion to which the attaching portion is attached and an engaging / disengaging portion insertion opening through which the engaging / disengaging portion is inserted. And
On the other of the first rail and the second rail, an engaged / disengaged portion that is detachable from the engagement / disengagement portion protruding from the engagement / disengagement portion insertion opening is formed,
The movement allowing portion is formed between the attachment portion and the engagement / disengagement portion in the main body portion of the lock member,
The movement restricting portion is restricted from moving in a direction in which the engagement / disengagement portion is engaged and detached from the engagement / disengagement portion when the lock member and the rail to which the lock member is attached are relatively moved. Thus, the vehicle slide device is formed in the engaging / disengaging portion insertion opening. In claim 1,
The lock member includes an attachment portion that can be attached to one of the first rail and the second rail, and an attachment / detachment portion that can be attached to and detached from the other of the first rail and the second rail. And an attachment portion to which the operation lever is attached,
One of the first rail and the second rail is formed with an attachment portion to which the attachment portion is attached, and an attachment portion insertion opening through which the attachment portion is inserted,
On the other of the first rail and the second rail, an engaged / disengaged portion that can be engaged / disengaged with the engaging / disengaging portion is formed,
The movement allowing portion is formed between the attachment portion and the engagement / disengagement portion in the main body portion of the lock member,
The movement restricting portion is arranged in a direction in which the attachment portion is engaged and the engagement / disengagement portion is detached from the engaged / disengaged portion when the lock member and the rail to which the lock member is attached are relatively moved. A vehicular slide device characterized in that the mounting portion insertion opening is formed so as to be restricted in movement. 6. The locking member according to claim 1, wherein the first rail is a lower rail that is fixed to a vehicle floor, and the second rail is an upper rail that is fixed to a seat of the vehicle. Is mounted on the upper rail and moves upward to lock the relative movement between the upper rail and the lower rail.

Images